Vehicle



T. J. FAY

Sept. 20, 1927.

VEHICLE Filed Feb. 19, 1924 6 Sheets-Sheet 1 ATTORNEY;

V I m f. w V m M w 7 f 1 TUT" ...Imm al I||I|||l|1| E .Q o -ha J l l, 2, Sept. 20, 1927. TN. FAY 64 946 VEHICLE Filed Feb. 19, 1924 6 Sheets-Sheet 2 INVENTOR. 7710/V/675 J f77? BY v A TTORNEY` I 1,642,946 Sept. 20, 1927. T' J. FAY

VEHICLE Filed Feb. 19, 1924 6 Sheets-Sheet 3 www A TTORNEY' spt. 20,1927. T J FAY 1,642,946

VEHICLE Filed Feb. 19, 1924 e sheets-sheet 4 v f' f I N VEN TOR.

THG/17H5 J. FFV

ATTORNEYS sept. 20,1927. 1,642,946

T. J. FAY

VEHICLE Filed Feb, 19, 1924 6 Sheets-Sheet 5 INVENToR. mow/.S J my A TTORNEYS v travels. A further object is to provide im- Patented Sept. 20, 1927.

THOMAS J. EAY, or BROOKLYN, NEW YORK.

I VEHICLE.

Application med February 19,1924. serial No.` 693,860.

This invention relates kto vehicles and has for an vobject to provide an improved suspension between the chassis frame and axle which will greatly improve the riding qualities of the vehicle regardless of the'roughness of the roadway over which the vehicle proved ymeansffor controlling and modifying the' relative movements of the chassis frame and axle, which are caused` by the unevenness of theroadway over which the vehicle'is passing, so that violent, suddenor excessive relative movements of the frame and axle lwill be prevented, regardless of the degree of unevenness of the roadway or the speed of the vehicle and, such movements as do occurwill be slow and easy. A further .object is to provide an improved lconstruction for accomplishing the above objects,v

which will Jbe l relatively simple, inexpenfsive and readily applicable to 'existing types of l vehicle constructions wit-hout material changes in' their-design and construction. vOther objects and advantages will be ap- 'f'p'arent from the following description of an embodiment of the invention, 'and the novel features will be particularly pointedout in the appended claims.

' In' the accompanying drawings:

Fig. 1 is a side elevation, partly in section, of the rear end Lof avehic'le constructedin accordance with the invention; y I

Fig. 2 is a. plan ofthe same; 1 Y

Fig. 3 is a side elevation, partly in section, of the rear end of a vehicle,'also constructed in vaccordance with the invention but illustrating ifa., further V modification thereof; 'e n Fig. 4 is a planl ofthe same;

Fig. 5 isan end elevation of the same;

` Fig. l6 is an end elevation of a suspension between a'chassis frame and axle, also constructed in accordance with the invention but thereof; e n

Fig. 7 is' a side elevation of the same;

" Fig. 8 is'a diagram somewhat similar to Fig. A6, butl illustrating tionof the invention;ek if 4 Y Fig. .9 isa similar diagram, but illustrating stillanother modification -of the invent0n;` Fig. 10` is a similar diagram illustrating still another modification of the invention;

Fig. is' a sectional elevation of a per:

illustrating a further' modification ya further modificatiene beinginterinediategf its endsas sli iafrgf. i.l tiene neus is aaa ifi spaced.

tion of the structure shown in Fig; l0, the section being taken substantially along the line lllll of Fig. '10;

Fig. 12 is another diagram illustrating still another inodiiication'of the invention; and

Fig. 13 is a `sectional elevation through a portion of a vehicle showing a slight modification in the construction illustrated in Figs. 1 and 2. I i

Referring. particularly to Figshl andV 2,

the body 1 of the vehicle is securedv in any suitable manner to the chassis frame 2, and on each side of the vehicle aV suspension lmember 3 is articularly connected at one endv by a' pivotcpin 4 to the chassis framefand at an intermediate `point to*l the rear,V axle casing 5. A second suspensionV member 6 issecured tothe axleV housing 5, preferably "upon the side opposite from the memberk 3,

and extends rearwardly of the vehicle beneath the other end of the member 3. but a slightly further distance from/the, axle housing. i v

A pair Vof bearing blocks 'fare caused to embrace the axle housing, with. a friction fabric or member 8' between the bearing blocks and the axle housing. Bolts 9 having heads intermediate their ends are passed through the bearing 'blocks with the heads between the blocks, andwith the threaded ends? of the bolts passing throughthe suspension members 3 and 6, or clamping plates therefor. Suitable nuts 10 may beprovided uponthe vouterends of the bolts for clamping the suspension members to the bearing 'blocks and'conning the latter to the axle husing. @Suitable spacing washers 11 may I l 'beint'e'rposed between the heads of the bolts 9 andone or bothof the bearing blocks so *as to determine the tightness withiwl'iich the bearing blocks may grip they axle lions m n y iflihe tightness is preferably such that suit# able frietion will be created between the 'bearing block and the axle housing'by reason of the friction fabricor lining 8.

Gelberingk plates 12 are connected by bolts 13 to vopposite sides of each suspension mem'- ber 3,'a`nd'by bolts 14 to opposite sides of `the''suspension member Gfw'liich is in superimposed relation Wit'h thesuspension1'i'1e'i`n- 'bei- '3, tlie connection'tothe suspension inertia apart so that the members 3 and 6 must be sprung together somewhat at their tree ends when they are coupled.

Arnie are serured to opposite sides ot the chassis trame so as to extend eiulwise therefrom. ',lhese arms are connected by cross members or plates 16 which. intermedr ate ot' their` ends or supports, support suitable aligned bearing` blocks 17 tor a shaft 1S. The shaft 18 extends in a direction endwise ot the vehicle, and rotatably mounts a pair of pneumatic tire carriers 19 and Q0 with a frictienal connection Q1 between them. The extent et the trictional driving connection between the tire carriers may be varied in any suitable manner such as by tightening oit a nut 2Q upon the extreme free end of the, shaft. 1S.

Both tire carriers preferably carry pneumatie tires 523 and A, which may advantageously be spare tires ot the vehicles, so that they may be interchanged with the tires upon the wheels ot the vehicle in case ot punctures et the tires in use. The pneumatic tires may be otl the usual type, but l have `found that the type of tire commonly known as the balloon tire, which has a large air chamber and ope-rates at a relatively low air pressure, is particularly suit-able and desirable tor use upon the tire carriers` particularly for the tire 23 as will be explained hereini after.

An alnitment member 25 in the nature et a strip or bar is connected by bolts 2G to the lower ends ot the gathering plates 12 at opposite sides ol the vehicle. so as to extend from side to side ot the vehicle beneath one et the spare tires such as 23. The tire Q?) rests upon the upper t'ace et the abutment member 25, and resists the approach of the chassis trame in artion, so that it 'forms a part ot' the suspension between the trame and the axle. The upper tace oi the abutment member against which the tire presses is preferably made arcuately concave, with the tire extendingr into the eoneavity. The radius ot' curvature ot the concave surface preferably larger than the radius et eurvature ofthe tire periphery so that the tire periphery and concave surface of the bar diverge on each side oit the point of contact between them.

A connecting rod 2T is connected at one end by a universal connection to a pin 28 which is connected to the tire carrier 19 and disposed eccentrically of the axis ot rotation oit the carrier, and at its other end it has a universal connection to a pin Q9 which is carried by the abutment member 25 intermediate ot its ends. The connectingr rod and its ronnections between the abutment member and the tire carrier act in the manner ot' a crank shaft, so that as the chassis traine and axle approach one another the connecting rod will exert a rotary torque Leanne@ upon the tire carrier. The extreme free or rear ende ot the suspension members 3 and 6 are connected by strips 30 and 31, and at least one o. these membersj such as 31, at each side ol the vehicle is extended rear-- wardly sullieiently to support a bumper 2K2 extending' transversely ot the vehicle in a position to protect the vehicle troni end-on collisions.

lith a vehicle eonstrurted in this manner, the body and chassis trame will be supported at the inner or front ends et the suspension members 3 and at the abut-ment member 25 against which the tire 23 bears. As the vehicle travels over a roadway, the chassis y trame and axle will partake of relative approaching and separating movements. As the chassis moves downwardly relatively to the axle it will, by reason ot its connection to the forward ends oi the suspension ine1nhers tend to rock the suspension members about the axle in a direction to cause the abutment to press uinvardly upon the tire Q23. and at, the saine time the chassis 'traine will press the tire downwardly against the abutment member to resist this rocking tend ency. The resiliency oil` the inflated pneu matie tire 23 will thus be etfective in l1oldine the chassis traine and axle separated and resilii-ntly permitting relative movementsl to ocur between them. It the suspension nn-unbers 3 and (i are substaiitially non-flexible. the torce tending` to cause the traine and axle to approach will be largely resisted and overcome by the abutment member and the tirei and if the members 2l and (i are either or beth somewhat iexible. these members will resiliently oppose the relative move ments, and that to some extent will relieve the tire ot the resistance to the relative approach of the axle and trarne.

Then the chassis traine moves downwardly, relatively to the axlej the connecting' rod 27 will., by reason et its eccentric connection to the tire carrier. exert a rotary torque upon the tire carrier? but inasmuch as the tire is in `contact with the abutment member 6, the rotary torque will be transmitted to the tire where it will he resisted and overcome, altliougrl'i in some cases tlicre may be slippage ot the tire over the .sur'tace ot the abutment member. The inertia ot the tire carrier and tire. and also the resilient resist ance et the tire to the turning' torque vin case o1 nou-slippage of the tire upon the sur'lare ot the abutment mei'nber. will also tend to resist the approach oi the chassis frame to the axle. ln addition the tire carrier 20 and its tire 24 will act as an inertia dran'` through the trietional connection El. upon the carrier 19 for further resisting); the relative an preach between the axle and the chassis traine.

TWhen the axle and eher-isis 'trame separate1 the tire carriers and tires will afford a simi- Sil lill) larresistance to the separation, vand in case It has been found that the tire 23 rarely moves out of contact with the abutment member, and that this combination of elements effectively irons out, controls or modifies the relative n'1 ove1nents between theY chassis frame and axle so that the movements of the chassis frame will be smooth, moderate, and not violent or excessive, regardless of the speed of the vehicle or the unevenness l of the roadway. There a pneumatic device alone is utilizedV for resisting` the relative movements of the frame andaxle there is a pronounced frequently "violent rebound and a suppressed tendency to a continuance -of the rebounds, but with the crank connection and the frictional drag I have found that the disadvantage of the rebound ofthe pneumatic resistance to the relative movements of the frame and axlev will he overcome or limited, and the riding qualities of the vehi*` cle will be very considerably improved over any existing suspensions. Y

By reason of the greater radius of curvature of the' arcuate concave surface of .the abutment member, relatively to the radius of curvature of the outer periphery of the tire, when one side of 'the axle moves vertically to av greaterextent than the other,the arcuat-eco-ncave portion of the abutment will rock about the center of curvature of the tire sov as notk to compress the tire to any greatervextent, unless the relative movement-of the axle is of considerable magnitude.

of the concavity will resist it, if the careening` tendency becomes relatively great.' The .resistance to the careemngT will be propor.'

` and tire have been omitted :und vthe'abutment are provided attheir upper ends'with flanges 35, and a plate 36 is secured tothe flanges. The plate, 36 is provided with'parallelears Then the chassis frame careens sidewise, the lateral Walls 37 which extendtransversely of the vehicle 65 and carry pins 38 having universal connections to suspension rods 39.v The suspension rods are preferably adjustable in length and at the lower ends have universal connections to pins LO which are provided upon the abutment ,member 33. The abutment member therefore is free to sway slightly from side to side. The crank connecting rod 27 is universally connected atits lower end to pin 29a provided upon the abutment member 33 so as to resist relative.movements between the frame and axle in the manner described in connection with the preceding figures;

In many cases the relative movement be# tween the frame vand aXle will be largely at onesdeor the other, not in both, and in such cases the abutment member 33 will rock or swing upon the periphery with the tire and one end of the abutment will move toward the frame more than the other. lBy reason of the swinging connection, the pressure between the abutment member and the tire will be substantially radially of the tire.

The action of this embodiment of the invention is otherwisesimilar to that described in connection with Figs.` l and 2. lt will Vbe understood, ofcourse,V that the extra tire and its carrier acting as a drag upon the carrier 19 may be utilized in this embodiment if desired, but it has been omitted in the interest of brevity and tok illustrate that very satisfactory results may be obtained Without the frictional drag; desired a frictional tread ilmay' be Arovided upon the upper surfaces of the abutment member with which the tire periphery' enga-ejes sodas to increase the frictional contact between l.the abutment member and tire.

In Figsi and 7 another embodiment of the invention is illustrated. Thev suspension members 3 and 6, which aresimilar to the vcorrespondingly vnumbered members in F ige; l and 2, rare connected together under stress toward onel another bythe Gathering plat-es 43, in the Vsame manner that these members are connected by the platesl2 in Figs l. and 2. Arms 44 are secured tothe side ofthe chassis frame in any suitable manner, and extend rearwardly of the vehicle above the suspension members 3 and 6. Each arm 44; at its'rear end is connectedby links 45 to the extreme rear enoly of the member 6 below it, so`that the chassis frame' willA be supported entirely upon the axle through the suspenf sion members 3 and 6, which may be composed of leaf springs, as usual inthe spring suspensions of vehicles.

" Plates 46 areconnected to the gathering plates 43 at each's'icle of the vehicle'and have parallel ears 47 extending' transversely of the vehicle. Suspension links 48 are hinged to the ears 47 for movement transversely of the vehicle, and at theirv lower` ends 'Y are hinged to an abutment member 11:9 which extends tlansversely et the vehicle beneath the pneumatic tire 23.

A closed band 50 is secured in any suit able manner. such as by rivets 51, to the. abutment member ki9 and s-:urronnds the periphery oit the tire. 223. The band 50 is slightly larger in diameter than the outside diameter of the tire so as to iinovide a small clearance between them. The linlis 4S are adjustable in length so that the band o0 may be given any desired spacing; relatively to the tire tor any selected loading: o l: the vehicle. The spacingpreferably such as shown in Figs. 6 and 7.

A crank connectingr'rod 59- is hinged by a pin 53 to the abutment member e119 and by a pin 54 to a crank arm h5 carried by the tire carrier 1.() so that as the chassis traine and axle partake ot relative vertical 1noyements the tire carrie' and tire will he oscillated. lilith this constrin-tion the miner shocks and yibratitnis` proilnced as the rehicle traverses a roadway. will he talten up by the usual spring su.":i'iension elements Si and 6 and the relative movements produced between the frame and axle will he modified or controlled to some extent, by the inerti a, of the tire and carrier. lt. will. be noted that with this crank connection. the vertical movements of the chassis 'frame relative to the axle will be checked. controlled, and modified by the inertia ot the tire, its carrier and the connectingr rod.

In ease ot the major relative n'ioyements o'l the chassis `tamef, relatively to the axle, Which are beyond the control o't the inertia parts just mentioned. the closed hand will heengagred by the tire. and the resiliency of the inflated pneumatic tire Will then become effective to cushion and resiliently cheek the vertical movements et the chassis trame. The tendency to rebound, by reason o'l the pneumatic cushion, will he controlled and modified by the concomitant action ol the inertiaV ot the tire and carrier, so that. such movements of the chassis 'trame as oc.- cur will he relatively smooth and slow. The swinengr ot' the abutment member trom side to side to sonic extent "will enable a limited movement et cach ,side oi' the aille relativcbl te the chassis iframe without materially ai" tectinir the chassis 'traine unless the more ment is considerable, in which ca, .the action Will be checked in the manner described.

In Fig'. 8 the construction similar to that of Figs. G and T, encciit that an arch memh extcnds between and connects the gathering plates t3 at opposite sides oi the vehicle, the member all, passino' over the tire 23. A closed hand 5i' surrounds the tire 253 and `is hinged at 58 to the central part ot the `member 5G. A crank connectine` rod 59 connected by a pin GO te the tire carrier (3l and by a pin 62 te a suitable part et the closed band oz. The action of this construe tion is very similar to that et Figs 6 and 7, in that the closed band hi' limits the major iuorenicnts oilI the chassis 'trame relatively to the axle. and by the cranl; ciinnection be tween the tire carrier and the band. the relative movements o1 the trarne and axle Will be rendered .smooth and cheeked. 'lhe closed band. 5T is lrcc somewhat to swing from side to side, so that the minor movements ot one end olf cach axle without corresponding movements at the other end will not materially atleet the chassis traine.

in Fig. il in addition to the bridge member 63, which corresponds to bridge 56 et t3, a second member (ist connects the gathering plates at opposite sides ot the vehicle, and extends below the tire A closed band (35 is rigidly secured, such as by rivets GG, to the upper and lower members 63 and 6i and surroninls the tire tor liniitingll its rertical migrations. A connecting rod GT, similar to the connecting rod 59 oi? Fig, 8 connected between the tire cai`- ricr and one opt theA cross nlclnbers 63 or (ist. The action oit this construction is very similar to that o Fig. 8, except that there will he no movement; ot the closed band transversely et the Vehicle.

ln Figs. l0 and ll the closed band G8 is suspended by swinginglinks 69 'from an arch strip TO corresponding to the arch member in ot Fig. t5. The band GS is connected by the crank connecting rod 7l to the carrier Gl tor the same purpose as in Fie'. 8.

.ln Fig. l2 a closed band Til is hinged at opposite sides as at T3 to anchorage plates 'Tei- Which are secured to the gathering plates LLB. In this construction the band surrounds the tire and limits its migrations, and the connnoting1 rod T5 connects the band With the. carriers (il, as erl'plained in connection with the prcccdin ligeros.

ln case it is desired to have a more rigid suspension between the axle and the connecting pin fl, in the cn'ihodiment shown in Figs. l and 2, the suspension members 6, (see Fig, 118) corresponding te the .members b oit Fig. 1 will. be extended forwardly and also hinged to the pin ft carried hy the chassis traine. ln, thisl construction, since the susj'icnsion meinlnrs il and li" at each .side ot the vehicle are llioaitirely connected together at their toi-ward and rear ends, and also at their conneetim to the axle housing; the members will act as trusses and will be comparatively rigid. rthe result is that the members `will act. more or less as a lever and the resistance to the relative more ments of the trame. and axle Will be otl'ered largely, it not entirely, by the pneumatic tire and the crank connections and fric tional drags as before explained.

ln all ot the embodiments herein described and illustrated, the suspension members are lOt lll)

liti

gemme 1 each cc nfiiected at 4one lend directlyv toi the` chassis traine. V'and vat an intermediate point rockablenjpon lthe vaiile housing. The frictional connection betive'en'rthevaxle housingv and suspension members Willjtendto retard the rocking ofthe suspension members and' thereby 'retard relative movements ot'k the traine. and axle.v Variousattempts Vhave heretofore beenn'iade to utilize friction andl pneumatic' devices for controlling-the relative Inovenents between the y.chassis traine and axle, but'tliey havefnot separately Ybeen successful o'vving to the tendency of pneuiiiati'cdevices to cause rebounds with resulting continuous oscillationsand the Linde-- sirable continuous resistaiice by tne'friction device. f

and no rocking movement willy occur. lt #i I will therefore be obvious that by causing a rocking` movement to occurthis movementy j may be fu'rthercontrolled by suitable means In 'the various",embodiments 'vliicl'i have been f-l'iereinbe'tore described a part or all ofthe following' features fi'vill be active in theH controlling'ofv the relative movements between lthe frame and axle,

`l. The vresiliency ofthe elastic Aicliiid'conv iied ,Y Within the tire. c 23.

forcescausedby ther crank device whent-he tire vis y in:` contact ywith thek abutment.

' .Thekfriction yexisting between the tire and abiitnientinember when they are in,

contact and the-crank devicey e'Xertsa rotaryfY torque'iipoirthe tire' 'andl its carrier.;

The pressure 'producing` rotation of the suspension members 3 and "6; about the aide c Wliicliresisted by the fabric 8 atthe con-, 'fne'ction of the sus'pension.v members to lthe iei'icyk the suspension inemf fThe' ii" 3 between bei" -lt 'will' be noted Vbearing; blocks? andthe uconnectionfitonient y member and" through itv press down'- Aivaif'dly upon' rthe subfstantially l Vrigid end y 'of the'suspension nieansfat veach side ofthe arin Vupwardly r'and resijlientlyY opposathe downward movement ot, the frame., This its' iespective-iconnections. toV

" @bei inertia 'of the' ,carrie if 1 19 and he -at fenof th; clamping` ofthe members v3 fand 6 to the I vehicle tending'z` kto rot-ate' the suspension elements' in a direction to torce the flexible rocking' of the Vsuspension elements ,vvillbe` resisted bythe `'friction betweenfthe suspenf sion elements and the vaxle housing. vThis such` as tlielfriction at the axle.

, thoseI skilled in "the,v art,V Wi I. y A, :.'an'dscop'eofthe' .7, Thetricwt'ionaly drag 'of-fthe., eXtra inertia 'member 2O and thetire carried theyre-fr` I 'have `found by experiencev that by biningthe pneumatic control with a fric- -tional control and alsowith an inertia con-l` perfect suspens.

trol, close approach to a sion may be obtained. The advantages of all of the combined features-are obtained, and, each modifies the action ot the others so thatwhen be driven at any speed overk any kind of a y* Y. .n c roadway Without.vv producing sudden lor' 2. The resistance of the tire totangential.

marked jouncings, orrapid OreXtreme ver: tical migrations of the. chassis frame. Such avehicle rides very smoothly and comfortably regardless of thecharacter of the road-f Way or speed ofthe vehicle.

IWhile Iy have disclosed the improved sus.-k

pension as applied'to the rear end of a vehicle, it ivill bennderstood that itmay beY also applied tofthe hicleifdesired. 7,. It Will beobvious that various clia'ngiges in Vthe details and arrangements" :of the parts., `which have been herein-described and villustrated .for the `,purpose of explaining the l may 'be made by nature of Ythe invention, l y

c thin the principle yinvention as defined in the appended/claims. f

I claim: i V

their relative approach.` Y y 'Y 2. naV vehiclehaving a chassis frame and axle,y a euspensionpelement at each side oi the vehicle, eachfconnected at one end to the y chassis-frame, and at an intermediate point totheaxle, an abutment member extending` across'tlie vehicle and lnngedly connected to ang inflated `pneumatic tire, a.y carrier for said Ytire stipportedpupon said trame, with thetire engageable With the abutment .mem`

berto resistapproach of the'axle andvr frame, the surface ot' the abutment Ymember against Whichthe tire acts being concave with the tire' entering the concavity.

.Collii properly proportioned, a ve hicle'constructedwvith these features may;

lou

llU

ythe said elements at opposite sides ot the V' 'vehicle to perinitcrossivise motion thereof,

Il. In a vehicle having a chassis frame and axle, a suspension element at each side ot the vehicle, each connected at one end to the chassis frame, and at an intermediatei point to the axle, an abutment. member extending across the vehicle and hingedly connected to the said elements at opposite sides of the ve hicle to permit crosswise motion thereof, an inflated pneumatic tire` a carrier tor the said tire supported upon said frame, with the tire engageable with the abutment member to resist approach of the axle and frame, the surface ot the abutment member against which the tire acts being arcuately concave with the tire entering the concavity, the radius ot curvature ot the concave surface being greater than the radius ot curvature of the itire periphery.

il. In 4a vehicle having a chassis frame and axle, a suspension element at each side oi the vehicle, each connected at one end to the chassis frame, and at an intermediate point to the axle, an abutment member extending across the vehicle and hingedly connected to thc said elements at opposite sides of the vehicle to permit crosswise motion thereof, an inflated pneumatic tire, a carrier for said tire rotatably supported upon said frame with thc tire engageable with the abutment member to resist approach ot' the axle and traine, the surface ot the abutment member against which the tire acts being arcuatcly concave with the tire entering the concavity, and means operative upon rela tive movement between the trame and axle, for exerting a rotary torque upon the tire and carrier.

5. In `a vehicle having a chassis frame and axle, a sus Dension element connected at one end to the lrame and at an intermediate portion rocliably connected to` the axle, the element between its connections to the axle and 'trame being resiliently flexible: and between its connection to the axle and its other end being substantially rigid, and

ilmeumatic device interposed between the rigid arm and the frame.

G. In a vehicle having a chassis trame and axle, means interposed between the frame and axle for controlling relative movement therebetween and including an inflated pneumatic balloon type tire and an abutment member, the tire when pressing against the abutment member resiliently resisting relative movement of the trame and axle.

7. In a vehicle having a chassis frame and axle,` means connecting the chassis frame and axle and including an element supported from the axle ior swinging horizontal movement, and an inflated pneumatic tire supported by the chassis frame and engageable with said swinging element upon relative approach of said frame and axle.

8. In a vehicle having a chassis trame and axle, a suspension element at each side of the vehicle, each connected at one end to the chassis frame and at an intermediate point to the axle, an abutment element extending transversely of the vehicle between said suspension elements, and links hinged ly connecting said abutment element to the other ends of said suspension elements, with the links extending approxin'iately vertical, whereby said abutment element may swing laterally to a limited extent, said abutment element having a transversely extendingconcave abutment surface, and an infiated pneumatic tire carried by the chassis frame and engageable with said concave surface to resiliently limit the relative movement of said frame and axle.

9. ln a vehicle having a chassis frame and axle, an abut-ment member suspended from the axle and capable of limited swinging movementlaterally olz the vehicle, said. member having an arcuate intermediate portion extending lengthwise thereof, and an inflated pneumatic tire carried by the frame. and engageable within said arcuate portion to limit the relative movements oi said trame and axle.

l0. In a vehicle having a chassis trame and axle, an inflated pneumatic tire carried by said trame, means encircling said tire and supported from the axle for limiting the relative movements ol said 'lrame and axle` and thereby limiting the relative move@ ments of the frame and axle in all directions, said means including a hoop supported from the axle for lateral swinging more ment.

ll. In a vehicle having a chas frame and axle, an inflated pneumatic tire snpported on said frame so as to extend laterat ly of the vehicle, members connecting the axle and frame at each side of the vehicle` and an element hingedly connected to said members 'for swinging movei'nent laterally ot' the vehicle and including a band encircling the periphery of the tire for engagement with the tire periphery to limit the relative movements of the trame and axle.

l2. In a vehicle having a chassis frame and axle, an inflated pneumatic tire supported on said frame so as toextend laterally ot the vehicle, members connecting the axle and frame at each side of the vehicle, and an elementhingedly connected to said members for swinging Increment laterally of the vehicle and including a band en circling the periphery of the tire ,tor en gagement with the tire periphery to limit the relative movements of the trame and axle, and means connected between said element and the tire for imparting rotary movements to said tire upon relative move ments of said axle and trame.

In witness whereof, I hereunto subscribe my signature. l

THOMAS J. FAY.

il (l 

